Combustion-engine pump mechanism.



H. C. VERHEY. comsusnow ENGINE- PUMP MECHANISM.

APPLICATION HLED FEB.'\0,19H-

PatentedlJu ne 18, 1918;

3 SIjEETS-SHEET 9 T E E H 4 S T E E H s 3 H. C. VERHEY. COMBUSTION ENGINE PUMP MECHANISM.

APPLICATION FILED FEB. 10 1917- I I W m M I. I M

Patented June 18, 1918.

3 SHEETS-SHEET 3.

HJC. VERHEY. COMBUSTION ENGINE PUMP MECHANISM.

APPLlCATlON FILED FEB-10,19].

WWW

HUBERT G. VERHJEY, OF ST. LOUIS, MISSOURI, ASSIGNOR T0 BUSCH-S'ULZER BROS.- DIESEL ENGINE COMPANY, OF ST. LOUIS, MISSOURI, A CORPORATION OF MIS- SOURI.

COMBUSTION-ENGINE PUMP MECHANISM.

Specification of Letters Patent.

Patented June 1%, TFJW,

Application filed February 10, 1917. Serial No. 147,782.

To all whom it may concern:

Be it known that I, HUBERT C. VERHEY, a citizen of Holland, residing in St. Louis, Missouri, have invented the following-described Improvements in Combustion-Engine Pump Mechanism.

The invention relates to the oil and water pumping apparatus of internal combustion or Diesel engines and particularly those used for the propulsion of vessels, the water constituting the cooling medium for the cylinder jackets and the oil for the pistons or for lubrication if desired, although the nature of the uses to which the pumped media are put is not of consequence. The principle of the present invention accommodates a liberal pumping capacity and a -maximum facility for control and inspection to the severe limitations imposed by the marine service, in respect to balance and space occupied, and the invention provides a pumping organization especially suited for submarine engines, capable of symmetrical disposition on the main engine structure, at the end of the crank shaft, where its weight is not only balanced with respect to said shaft but where all of its parts are accessible for attention and repair and whereby the various connections for the water and oil are all conveniently located and controlled and whereby numerous im portant, though incidental advantages are secured, all of which will be described or made fully apparent to those skilled in this art from the detailed description which fol lows. Tn the illustrative drawings forming part hereof:

Figure 1 is a partial vertical section and partial elevation of a preferred embodiment of the invention, as viewed from the end of the engine;.

Fig. 2 is vertical section, with parts in elevation, of the same apparatus taken at right angles to Fig. 1; V

Fig. 3 a reverse elevation with parts broken out in vertical section;

Fig. 4 an elevation of the main parts with the various connections omitted for clearness; and

Fig. 5 is a horizontal section on line V-V of Fig. 1.

The drawings show the terminal portion der and the adjacent structure and the end flanges of the bed plate 1, all constitute the support for the pumping organization about to beexplained, and the intermediate space is closed in by said apparatus which thus constitutes the end closure to the main crank chamber of the engine.

The pumping organization is duplex and also symmetrical with reference to the vertical plane of the crank shaft, the water pumping system being at the top and the oil near the bottom, and the pumping units of each system are divided equally with respect to said vertical plane, the water units being spaced one on each side at the top and the oil units one at each side at the bottom with the several cylinders on each side preferably, though not necessarily, disposed in vertical alinement with each other. This symmetrical arrangement may quite obviously be varied according to" circumstances but is preferred for reasons of compactness. The drive for all the units is disposed centrally of the entire group and between the lower or oil pump cylinders. The entire organization. is thus balanced with respect to the main axis of the engine so that no part of the described apparatus would tend to list a single screw vessel. Each water pumping unit is a separate casting and a reverse duplicate of its mate and is separately bolted to the Wall of the engine superstructure as indicated in Fig. 2. Each said unit includes a pump cylinder 5 and a valve chest 6 and the valve chest in each case is disposed on the outer side of the pump cylinder 5, that is to say on the outer side of the unit structure with reference to the engine crank shaft, this arrangement being for accessibility as presently described and particularly when additional apparatus ob- Structs the forward end of the engine. The

valve chests are supplied with waterthrough the water main 7, valves 8 and 8 (Fig. 5) and the suction pipes 9 and 9, thelatter being castingsbolted to the lower faces of the two valvechests and lying generally in rear of the plunger rods as shown in Fig. 5. Each valve chest accommodates two intake valves 10 and two outlet valves 11, the former being: contained in separate eompartments 12 in ported communication with the pumping cylinder 5 and the outlet valves are contained in the single outlet chamber 13 which leads across the top of cylinder 5 inwardly or toward the center of the organization where the water pumped by each unit may escape through the branch 14 of a three-way cook 15. This cock controls the entrance to the air dome 16, which air dome is common to both pump units and is carried jointly by them. The said dome includes an air trap inside of it and the water therefrom flows to the water jackets of the air compressor 3 and working cylinders or elsewhere, as needed, through a separate delivery pipe 18. The two inlet chambers 12 in each valve chest and theoutlet chamberl3 therefor may all be opened for ins'pection by unbolting' the single cover plate 19 which forms the outside wall of the chest and the inlet and outlet'valves may be removed and inserted through such openings. Each of'the pump valves is of the self contained' type-not requiring detailed description, and includes a removable valve seat ring 20 (Fig. 3) containing the valve port openings and a valve disk 21 to close such openings, the said disk being guided on the central stein part of the seat ring which terminates in its upper end in a thrust screw 22 or in a bearing for a thrust screw, as the case may be. The said rings are fitted to apertures in the'horizontal partitions of the valve chest, in vertical alinement and the thrust screw of the lower (inlet) valve thrusts against the center of the valve seat member of the upper (outlet) valve while the thrust screw of the latter finds its abutment against the under side of the top plate 23, which is securely bolted to the upper surface of the valve chest. With this arrangement, and all the valves being similarly assembled, it will be observed first,

that the removal of the single cover plate 19 from the side of the valve chest exposes allthe valves. therein so that no time is lost, as heretofore, in seeking a defective valve and second, that any or all of the valves may be removed and substituted by others in very short order and by simply slacking off the pressure of its thrust screw sufficiently to permit removal of its seat ring from the aperture in.the' chest partition. This may be accomplished even while the engine and pumping mechanism is running because either unit may be disconnected and isolated from the circulating system by ana-ppropriate shutting of the valves 8 or 8 and the three-way cook 15 and also because the time required for substitution of valves in this manner is so brief that the remaining unit, still working, is quite adequate to maintain the cooling effect during so momentary a shut-down of the incapacitated unit. It will of course be apparent that various types of removable valve structures and various methods of assembling them in the valve chest can be used in a structure of the kind above described and having the functions and advantages just alluded to.

The interior of the water pump cylinder 5, in each unit, is accessible for inspection or for the removal of its plunger by the removal of its head plate 24 which is normally clamped against the end of the cylinder by the screw strut 25, which latter thrusts against the bolted cover plate 26 and centrally intercepts the outlet channel 13 above referred to, which said channel crosses over the upper end of the pumping cylinder in order to-eifect a free passage to the valve fitting 15.

The connection of the two water units by the fitting of the three-way valve 15 serves to unite and brace the said units on the engine structure. The said units however are further braced and also directly sup ported by the intervening structure 27, which is securely bolted to the flanges 28 projecting inwardly from the proximate side of the two units just below the outlet fitting 15. The structure 27 is formed of longitudinal parts or halves which, when bolted together. (Fig. at) form a tubular structure adapted to constitute a central guiding slidcwav for the tail rod member 29 of'the cross head 30 through which cross head reciprocating motion is imparted to the several pumping plungers of the organization. The said cross head and tail rod are shown in the present case as a one-piece forging centrally connected by a connecting rod 81 to the crank pin of a spur gear 32 driven from the overhanging crank shaft pinion 33 and journaled on a, stud shaft 31- projecting from the engine bed. just below the terminal crank shaft bearing thereof. This disposition of the pump driving gear 32, centrally below the crank shaft axis, not only provides a desired speed reduction for the pumping mechanism but also permits the location of the pump cylinders generally at the lowest point on the engine structure and with a minimum lateral thrust on the cross head. The gears 32 and 38 and the connecting rod 31 are housed in a casting 35 of plate form bolted to the engine bed at 36 and 37, the said casting being formed or provided with a forwardly projecting bonnet part which immediately houses the parts referred to. This projecting bonnet member is shown more clearly in Fig. 2 and, being rigidly mounted 011 the engine struc ture, it forms the base for the post members 38 and 39 which extend upwardly therefrom to the slideway or guide structure 27 above referred to. The said structure is provided with lateral lugs on each side of the tail rod for connection with these post members and the latter are constituted of thrust sleeves and tie bolts as clearly shown in 'Fig. 2.

Together with the guideway structure 27 these post members 88 and 39 serve to tie the water cylinders 5 securely to the housing and journal bearing of the crankgear and thereby relieve the bolt flanges above referred to of undue strain. The posts 38 and 39 are preferably disposed in the vertical plane of the engine crank shaft, one on each side of the connecting rod, although their tying and bracing functions may obviously be performed by different structures connected in different relations to the said rod. The forward end of the bonnet 35 is covered by a removable plate 40 to confine the lubricating oil in the bonnet and at the same time to permit access to the gears when necessary. Such cover is removable without disturbing the oil pump mechanism presently described. The opening in the upper wall of the bonnet 35 which accommodates the connecting rod 31 is small in area be cause of its proximity to the cross head, but is protected by a guard plate as indicated. The tail rod 29 is hollow for the sake of lightness and also to provide a passage for oil from the drip oiler 41 (Fig. 2) which lubricates not only the tail rodin the slideway 27 but also the connecting rod pivots through the oil ducts in the bottom of the tail rod. The opposite ends of the cross head structure 30 are connected to the plunger rods 42- of the two water pumps so that these two pumps are operated in unison and the leakage past the glands 4-3 is caught in a cup 44 fixed upon and around the plunger rod and drained away to the bilge by the pipe 45. Gland. leakage is also minimized by a drainage outlet; 46 from the interior of the gland itself. a very desiraliile adjunct in those forms of this invention in which the water pumps are double-acting. The drip from both pipes 46 and is at one side of the bonnet 35 and finds its way to the bilge without possibility of contaminating the oil. Both of the water pumping units are provided with safety valves 4-7 and pipe connections delivering back to the suction line and also with by-pass connections 4-8 between the outlet and suction sides.

The two oil pump units, being also reverse duplicates of each other are secured to the end plate casting 35 on each side of the bonnet by means of their attachment brackets 50 (Fig. 3) and their pumping plungers 51 are secured to the cross head arm in alinement with the plunger rods 42. The inlet to each oil pump is through a pipe 52 at the lower end of the valve chest, 53 being the inlet valve and 5a the outlet which leads directly to an air dome 55 (individual to each oil pump unit) and thence to the delivery pipe by way of the valves 56. The valve chests of each pump are disposed on the outside of the pump cylinder as in the case of the water pump and are therefore easily accessible. The pipe connections thereto are equipped with suction inlet valves 57 whereby either pump may be disconnected and isolated from the circulating system to which they are both normally connected in multiple relation. The intake valve 58, is removable by unbolting the cover plate 58 immediately above it and the outlet valve is removable by unbolting the air dome 55. Relief valves 59 and pipe connections are provided between the oil delivery pipe and the oil suction passage and other usual appurtenances to the oil pump will be understood without description. A casing 60, partly illustrated in Fig. 1, serves to inclose the cross head structure and is fastened to the bonnet casting 35.

Claims:

1. In an internal combustion engine marine power plant, the combination with the terminal part of the engine bed and superstructure, of a pumping organization secured to said terminal part and comprising divided pumping units disposed on opposite sides respectively of the vertical plane of the crank shaft, and an engine driven cross head member centrally disposed with respect to said units and connected to operate the plungers thereof.

2. In an internal combustion engine marine power plant, the combination with the terminal part of the engine bed and superstructure, of a pumping organization secured to such part overhanging the end of the en gine crank shaft, and comprising water and oil pumping apparatus divided into units and respectively disposed on opposite sides of the vertical plane of the engine crank shaft, a cross head operatively connected to all said units and a speed reduction grean ing between said cross head and crank shaft.

3. In an internal combustion engine marine power plant, the combination with the terminal part of the engine bed and superstructure, of pumping apparatus comprising a group of pumping units respectively disposed on opposite sides of the plane of said crank shaft, a cross head operatively connected to all said units and driving gearing for said cross head comprising a crankgear disposed below and driven by the engine crank shaft and a connecting rod con necting said gear and cross head.

4.. In an internal combustion engine marine power plant, the combination with the terminal portion of the engine bed and superstructure, of duplicate pumping units secured to the upper part of said terminal portion on opposite sides of the vertical plane of the engine, duplicate pumping units secured to the lower partof said terminal portion, respectively on opposite sides of said plane, and crank-gearing between said lower pumping units centrally connected to the pumping plungers of all said units.

5. In an internal combustion engine marine power plant, the combination with the terminal portion of the engine bed and superstructure, of'a crank shaft pinion overha-nging'the engine bed, a crank-gear driven thereby, a horizontal cross head operated by said gear, pumping units disposed above and below said cross head on both sides of the central plane of'the engine, the plunger rods of said units being connected to said cross head.

6'. In an internal combustion engine marine power plant, the combination with the terminal portion of the engine bed and superstructure, of a plurality of pumping units divided on both sides of the central plane of the engine, a bracing structure between unit on opposite sides of said plane and a cross head disposed between the said units and guided by the said bracing structure.

7 In an internal combustio engine marine power" plant, the combination of two lower pumping units divided on opposite sides of the central plane of the engine, a plunger-operating cross head centrally disposed with reference to said upper and lower units, and a crankshaft-driven connecting-rod disposed between the two lower units.

8. In an internal combustion engine marine power plant, the combination of two upper and two lower pumping units divided on opposite sides of the engine, a cross head centrally disposed with reference to said units, a crank-shaft-driven connectingrod disposed between the two lower units and a tail rod for the said cross head disposed between the said upper units.

9. In an internal combustion engine marine power plant, the combination of upper and lower pumping units divided on opposite sides of the central plane of the engine, a cross head centrally disposed with reference to said units, a driving connecting-rod disposed: between the lower units, a tail rod for said cross head disposed between the upper units, and a two-part slideway for said tailrod bolted to said upper units;

10. In an internal combustion engine marine power plant, the combination of two upper and two lower pumping units all disposed in the same transverse plane of the engine and divided on opposite sides of the central plane thereof, a cross head extending horizontally between the upper and lower units and connected to the pumping plungers thereof, and crank operated driving gearing for said cross head disposed in the same transverse plane and between said lower units.

11. In an internal combustion engine marine power plant, the combination with the terminal portion of the engine bed and superstructure, of a plate casting closing the engine crank case and provided with a forwardly projecting bonnet, a crank shaft pinion in said bonnet, a crank gear driven thereby also in said bonnet, a plurality of pumping units in the same transverse plane of said crank gear and operated by said gear, and an upstanding bracing structure between said bonnet and the pumping units.

12. In an internal combustion engine marinepower plant, the combination with the engine bed and superstructure, of a plurality of pumping units disposed in the same transverse plane of the engine and a single reciprocating member for operating them, said units being divided into groups and means for isolating one unit of the group from connection with the other.

13. In an internal combustion engine marine power plant, two or more pumping units mounted on the engine structure in the same transverse plane of said engine, said units being normally connected to pump in multiple relation in the same circulatory system, means for isolating any one of said units from said system and a cross head also disposed in said transverse plane of the engine and connected to both said pumping units.

14. In an internal combustion engine marine power plant, two or more pumping units mounted on the engine structure and in the same transverse engine plane, said units being; normally connected to pump in multiple relation in the same circulatory system, an air chamber common to the deliveries of both said units, means for isolating either of Said units from connection with said air chamber, and a cross head also disposed in the same transverse engine plane and connected to the plungers ofboth said pumping units.

15. In an internal combustion engine marine power plant, two or more pumping units mounted on the engine structure in the same transverse plane, said units being divided on opposite sides of the central ver tical plane of the engine crank shaft and those units on one side being reverse duplicates in structure of those on the other side and each unit having its valve chest disposed on the outer side of its structure with reference to the said vertical plane of the engine crank shaft.

16. In a combustion engine power plant of the kind described, a plurality of pumping units all mounted on the engine structure and in the same transverse plane thereon, said units having valve chests for their 10 respective inlet and outlet valves disposed on that side of the pumping cylinders which is opposite to the engine crank shaft, and

having a single removable valve chest cover plate for both inlet and outlet valves. 15 In testimony whereof, I have signed this specification.

HUBERT C. VERHEY.

@ojptee et this patent may be obtained. for five cents each, by addressing the Gommtsttoner nil lt'atentt,

7 Washington, D. tit 

